M47D20 Seminar

VP44 Working
material

BMW
Service Training
Note The information contained in the training documentation is
intended solely the use by participants in this BMW service
training course.

Information status: 1997

Changes/supplements to technical data are specified in the

relevant Technical Service Information.

VK-12; W. R. Fritzsche/G. Nehmeyer

1997 BMW AG
München, Germany
Reprint, also by way of extract, not permitted without written approval of BMW AG, München
En XI/97 VK-12 BRK-M47D20_
Printed in Germany
Contents Page

1 M47D20 VP44 3
1.1 Introdution 3
1.2 Objectives 3
1.3 Technical features 4
1.4 Technical data 4

2 Engine components 7
2.1 Support spar concept 7
2.2 Crankshaft seal 8
2.3 Flywheel 8
2.4 Connecting rods with bearings 8
2.5 Pistons 9
2.6 Cylinder head 10
2.7 Vacuum pump 11
2.8 Cylinder head gasket 12
2.9 Cylinder head cover 13
2.10 Chain drive 15
2.11 Valve gear 17
2.12 Valves and valve springs 17

3 Ancillary components and belt drive 18

3.1 Belt drive 18
3.2 Torsionalvibration damper 18
3.3 Starter motor 18
3.4 Alternator 18
3.5 A/C compressor/retaining fixture 18
3.6 Engine mount 18

4 Oil circuit/lubricating systems 19

4.1 Oil pump 19
4.2 Oil filter head/filter, new 20
4.3 Oil cooling 21
4.4 Oil pan 21
4.5 Oil spray nozzles 22

5 Cooling system 23
5.1 Coolant circuit 23
5.2 Auxiliary heater 24
5.3 Thermostat 24
5.4 Couplings for coolant hoses 25
5.5 Radiator 26

6 Distributor pump VP44 27

6.1 Functional principle 27
6.2 Fuel delivery system 30
6.3 High pressure generation/distribution 32
6.4 Injection timing 36
6.5 Pump control 38
6.6 Angle of rotation sensor 39
6.7 Summary 40
1
Contents Page

7 Intake air and exhaust systems 41

7.1 Intake silencer with air cleaner 41
7.2 Intake system 41
7.3 Exhaust turbocharger 41
7.4 Functional principle of a turbocharger with VNT 42
7.5 Charge air cooling 45
7.6 EGR valve 46
7.7 Electropneumatic exhaust backpressure transducer 46
7.8 Arrangement of vacuum lines 47
7.9 EGR cooling 47
7.10 Exhaust system 49

8 Digital diesel electronics (DDE 3.0) 50

8.1 Review of DDE control units 50
8.2 Comparison of DDE 3.0/2.2 control units 51
8.3 Engine management 52
8.4 CAN interfaces 52
8.5 Fuel system 53
8.6 Fuel filter 54
8.7 Presupply pump control 55
8.8 Injection lines 56
8.9 Injection nozzle (two-spring nozzle holder) 56
8.10 Matching injection pump to the control unit 58
8.11 Preheating relay 58
8.12 Glow plugs (heater plugs) 58

9 Service information 59
9.1 Removing distributor-type injection pump 59
9.2 Installing distributor-type injection pump 60
9.3 Adjusting and checking distributor-type injection pump 61
9.4 Checking and adjusting timing 62
9.5 Notes on turbocharger 62

10 Brief description of common rail 64

10.1 History 64
10.2 Introduction 64
10.3 Requirements 65
10.4 Functional principle 66
10.5 Component comparison 67

2
1. M47D20 VP44

1.1 Introdution The M47 power plant is the first BMW 4-cylinder diesel
engine featuring direct fuel injection.

It will be used for the first time in the E46.

KT-2430

Fig. 1: M47 engine

1.2 Objectives - To develop a new 4-cylinder diesel engine featuring

4-valve technology and direct fuel injection
- To gain and maintain the top position with regard to
power output and performance qualities in the 4-cylinder
diesel engine segment up to 2.0 l displacement
- To reduce fuel consumption by more than 10 % com-
pared to the M41 swirl-chamber diesel engine
- To maintain operating refinements and interior acoustics
comparable to those of swirl-chamber engines
- To comply with EU-3 exhaust emission limits from series
launch and to create the conceptual prerequisites for
achieving the stringent requirements of E-OBD (Europe
on-board diagnosis)

3
1.3 Technical With the combination of its product features, the M47
surpasses all direct injection engines (DI engines) of the
features competition and is considered to be the "top of its class"
DI in the market.

BMW will introduce the DI system in early '98 as the

technology has only now become available to effectively
improve characteristic features for the customer while at the
same time fulfilling all system requirements with regard to
function, efficiency, comfort, durability, safety, environmen-
tal acceptance and ease of servicing.

- In-line 4-cylinder engine with cast iron crankcase and

light alloy cylinder head.
- 4-valve technology with centrally arranged injection
nozzle
- Exhaust turbocharger with intercooler
- Direct fuel injection with electronically controlled high
pressure injection pump (VP44) and two-spring nozzle
holder combination
- Electronically controlled exhaust gas recirculation with
hot-film air mass meter (HFM)
- Exhaust re-treatment by means of diesel-specific
oxidation catalytic converter
- Average inspection intervals every 20 000 km

1.4 Technical Data of the M47 engine:

data
Engine type/valves R4/4
Displacement (eff.) 1950 ccm
Stroke/bore 88/84 mm
Output 100 kW/4000 rpm
Max. torque 280 Nm/1750 rpm
Engine weight 162 kg
Fuel consumption (MVEG) 5.7 l/100 km
Acceleration 0 - 100 km/h 9.9 sec
Elasticity 80 - 120 km/h 8.7 sec

4
HC + NOx (g/km)
1
2 M47

PM (g/km)

KT-2802

Fig. 2: Exhaust emission M47

1 EU II from HC + NOx 0.7

01.01.96
PM 0.08
CO 1.0
2 EU III HC + NOx 0.56
planned
PM 0.05
2000
CO 0.64
M47 from 4/98 HC + NOx 0.56
PM 0.05
CO 0.60

5
 1 0 0 kW / 4 0 0 0 rpm
U / m in

M 47

Leistung P [kW]
Output P (kW)
M 41

6 6 kW / 4 4 0 0 rpm
U / m in

Speed n [rpm]
Drehzahl n [U/min]
KT-2746

Fig. 3: Comparison of output curves M47/M41

rpm
2 8 0 N m / 1 7 5 0 U/ m in

M 47
[Nm]
d

1 9 0 N m / 2 0 0 0 rpm
U / m in
Drehmoment M
Torque M d (Nm)

M 41

Speed n [rpm]
Drehzahl n [U/min]
KT-2747

Fig. 4: Comparison of torque curves M47/M41

6
2. Engine components

2.1 Support - Horizontal and vertical spars

- Core hole plugs for water jacket core dispensed with
spar - Rigid connection (engine-transmission casing, engine
concept mounting bracket and ancillary components)

KT-2433

Fig. 5: Support spar concept (section through a cylinder)

KT-2432

Fig. 6: Support spar concept, top view

7
2.2 Crankshaft A new crankshaft seal is used on the M47. The crankshaft
seal is made of PTFE.
seal

M47 M51/M41
KT-2801

Fig. 7: Crankshaft seal

2.3 Flywheel - Dual-mass flywheel for manual transmission vehicles

2.4 Connecting - Connecting rod length (between hole centres 135 mm)
- Big-end bearing half on rod end designed as sputter
rods with bearing (adapted to M47)
bearings Sputter = cathodic surface coating process,
4 layers (particularly hard bearing shells)

8
2.5 Pistons - Piston with oil cooling channel
(piston cooling spray nozzle designed as hook-type
nozzle, similar to M51/M41)

Caution:
Do not interchange hook-type nozzles as the M47
features a longer version!

- Piston pin diameter increased

M41 M47
80 84

47.0
39.45
27

30

KT-2438

Fig. 8: Piston comparison M41/M47

9
2.6 Cylinder head - Aluminium gravity die casting
- Coolant system featuring combined longitudinal/trans-
verse coolant flow, coolant outlet at front end of cylinder
head integrated in thermostat housing
- Screw connection of combined nozzle holder by means
of 2 stud bolts
- Cast timing case
- Glow (heater) plugs arranged centrally on inlet side
between inlet valves
- M12 cylinder head bolts (as on M51/M41) arranged
beneath camshaft, disassembly requires removal of
camshafts
- Support bracket for vacuum pump on end face

2
1

5 KT-2435

Fig. 9: Arrangement of inlet and exhaust ports

1 Exhaust ports
2 Injection nozzle
3 Swirl port (inlet port)
4 Tangential port (inlet port)
5 Glow (heater) plug

10
 - Inlet ports:
One inlet port arranged laterally as a tangential port
(charge port) (4)
One inlet port arranged as a swirl port from above (3)
- Exhaust ports:
Arranged as twin ports (1)
- Glow plugs arranged on inlet side (5)

2.7 Vacuum pump

KT-2442

Fig. 10: Arrangement of vacuum pump on front of cylinder head (same as

M41/M51), drive via exhaust camshaft

11
2.8 Cylinder head The cylinder head gasket is designed as a multi-layer steel
gasket which is available in three thicknesses.
gasket
1. Determine piston projection at each cylinder

2. Select gasket in accordance with following limits:

The maximum piston projection is decisive

Measured piston projection Selection of gasket

thickness
x ≤ 0.92 mm 1-hole gasket
0.92 mm < x ≤ 1.03 mm 2-hole gasket
x > 1.03 mm 3-hole gasket

Measurement
position

Engine l
ongitudinal axis

36

KT-2589

Fig. 11: Determining thickness of cylinder head gasket

12
2.9 Cylinder head The cylinder head cover serves the purpose of:

cover - Sealing off the oil chamber in the cylinder head

- Mounting the oil separator and shielding the valve
gear housing
- Shielding the oil spray from the camshaft and the chain
drive gear
- Mounting the intake silencer (air cleaner) and the hot-film
air mass meter HFM
- Sealing the swirl ports from the oil chamber in the
cylinder head
- Reducing weight (plastic material)
- Improving acoustics (mounting acoustically decoupled)
- Crankcase ventilation (breather), pressure control valve,
oil separator and intake silencer integrated in cylinder
head cover

2
1

KT-2399

Fig. 12: Cylinder head cover

1 Air cleaner
2 Inlet ports (swirl port)
3 Crankcase ventilation system

13
 Oil separator

- Preliminary separation with cyclone

- Fine separation with yarn wrap

1
2 3

KT-2592

Fig. 13: Arrangement of oil separator in cylinder head cover

1 Pressure control valve

2 Yarn wrap (fine separation)
3 Cyclone (preliminary separation)

14
2.10 Chain drive - 2-piece chain drive
- Crankshaft to injection pump via duplex chain, injection
pump to camshaft via simplex chain
- Tensioning rail made from aluminium die casting with
clip-fastened plastic slide lining
- Guide rail made of plastic
- Chain tensioner for upper and lower chain drive in
one housing
- Injection pump sprocket with integrated vibration
absorber
- Splash lubrication of chain drive via oil pump and
chain tensioner
7

8
5
9
10

11
3
4

1
2
KT-2439

Fig. 14: Chain drive

1 Sprocket 7 Oil spray nozzle

2 Guide rail 8 Sprockets
3 Oil spray nozzles 9 Tensioning rail
4 Sprocket absorber 10 Chain tensioner
5 Oil spray nozzle 11 Tensioning rail
6 Guide rail

15
 1

4
3
KT-2803

Fig. 15: Sprocket absorber

1 Rubber element 3 Bush

2 Sprocket 4 Vibration absorber

16
2.11 Valve gear - New inlet and exhaust camshafts
- Camshaft made from clear chill casting, hollow cast
- Negative cam radius (Instructor's Manual M43)
- Vacuum pump driven by exhaust camshaft

2.12 Valves and - Identical inlet and exhaust valves, new compared to
M51/M41 (material: Nimonic)
valve springs - Roller-type rocker arm and hydraulic valve lash adjuster
- Bottom spring retainer with integrated valve stem seal
(6 mm valve stem diameter)

KT-2617

Fig. 16: Arrangement of inlet and exhaust valves

1 Roller-type rocker arm

2 Hydraulic valve lash adjuster (HVA)
3 Spring retainer with integrated valve stem seal

17
3. Ancillary components and belt drive

3.1 Belt drive - Poly-V-belt drive with automatic retensioning

(mechanical belt tensioner)
- Plastic pulley mounted on power steering pump
- A/C compressor driven by second belt level,
maintenance-free

3.2 Torsional- - Single damper with integrated pulley for driving ancillary
components, isolated (decoupled) mounting, same
vibration concept as on M41/M51
damper

3.3 Starter motor - 1.8 kW countershaft starter

- Common part with M41

3.4 Alternator - Compact alternator 14 V 70/120 A

- Controller with "load response" function (alternator
cutout during start procedure or delayed activation of
alternator exciter current,
refer to M41 and M51TÜ)

3.5 A/C compres- Output-controlled A/C compressor, drive over two poly-V
belt levels (maintenance-free)
sor/retaining
fixture

3.6 Engine mount Standard hydraulic mounts are fitted.

18
4. Oil circuit/lubricating systems

4.1 Oil pump - Oil pump arranged on front end of crankshaft, designed
as internal rotor pump with sintered rotors, derived
from M41D
- Pressure control valve integrated in oil pump

16 18

15 17

14

10

5
6
4

13
12

1
3
2
11

KT-2618

Fig. 17: Oil circuit

19
 1 Oil pump 10 Piston spray nozzle (hook-type
nozzle)
2 Oil intake pipe 11 Oil pressure control valve,
control valve (4.2 bar)
3 Unfiltered oil duct before filter 12 Pressure supply to chain
tensioner
4 Oil filter with oil cooler 13 Riser to cylinder head
5 Oil gallery after oil filter 14 Pressure supply to vacuum
(main oil gallery) pump
6 Crankshaft main bearing 15 Pressure supply for upper chain
lubrication
7 Pressure supply to exhaust 16 Camshaft bearing
turbocharger
8 Forced lubrication, chain 17 Hydraulic valve lash adjuster
tensioning rail gallery (HVA)
9 Pressure control valve, piston 18 Runout stop, HVA gallery
spray nozzle (1.3 bar)

4.2 Oil filter head/ The oil filter head with integrated oil-to-water heat ex-
changer is mounted directly on the engine block.
filter, new
Operating conditions:
- Oil flow rate: 30 l/min

- Oil temperature: -40 °C to +150 °C

- Oil pressure: 1000 rpm ≈1.5 bar

4000 rpm ≈ 4.2 bar
Peak pressure up to 20 bar

Oil capacity: Oil change (with filter): 5.0 l

20
4.3 Oil cooling The oil-to-water heat exchanger is connected to both the oil
circuit as well as the water circuit of the engine. This
arrangement ensures that the cooling water heats up the
engine oil faster when the engine is cold while effectively
cooling the engine oil when the engine is at operating
temperature. Shortening the warm-up phase greatly
contributes to reducing fuel consumption. The engine oil is
cooled in order to increase its service life (longer service
intervals).

4.4 Oil pan - Aluminium die cast with mount for thermal oil level sensor
(common part)
- Oil pan gasket designed rubber-metal gasket

KT-2608

Fig. 18: Oil pan mounting on engine block

X= Apply liquid sealing compound at these defined

points:

(approx. 3 mm wide and 1.7 to 2.0 mm high)

Sealing compound - "Drei Bond" 1209
Part No. 2244768

21
4.5 Oil spray The oil spray nozzles for piston cooling are mounted in
engine block (similar to M51/M41).
nozzles

Caution:
The hook-type nozzles are longer than on the M51/M41 and
must not be interchanged!

22
5. Cooling system

5.1 Coolant The coolant circuit is designed as a long term antifreeze and
corrosion protection circuit.
circuit

5
3

8
6
7

9
2
11

10

KT-2609

Fig. 19: Coolant circuit E46/M47D with EGR cooling

1 Expansion tank 7 Double thermostat for exhaust gas

2 Engine oil-to-water heat
exchanger
3 Auxiliary heater
Auxiliary water pump
recirculation (EGR)
Cooling, 1st stage 70 °C, 2nd stage
90 °C
8 Exhaust gas recirculation cooler
(EGR)

4 Heating heat exchanger 9 Radiator

5 Main thermostat 88 °C 10 Solenoid valve for heater
6 Water pump 11 Overflow

- The radiator has two different block depths, depending

on whether an air conditioning system is installed.
- Expansion tank with screw cap specially designed for the
M47D screw cap
- Intercooler

23
5.2 Auxiliary The auxiliary heater is an independent park heater which is
installed on the right-hand side of the bulkhead in the
heater engine compartment. It supports the heating circuit. The
independent park heater with diagnostic capabilities is in
standby mode as from terminal 61 ON. The heating capacity
is dependent on the heat requirement of the heating
system.
For further information, refer to Heating/Air Conditioning
System E46.

5.3 Thermostat - Thermostat housing (water guide module) made of

plastic with integrated thermostat insert mounted on end
face of cylinder head
- Opening temperature 88 °C

Thermostat for EGR cooling (see coolant circuit)

- Opening temperature:
1st stage 70 °C
2nd stage 90 °C

24
5.4 Couplings for Quick-action couplings are used on the M47 for the coolant
hoses.
coolant hoses
Advantages:

- Easier assembly for service and production

- Increased reliability
- Improved seal

KT-2806

Fig. 20: Quick-action coupling

25
5.5 Radiator Cooling concept:

Cooling air routing under engine, no in-engine fan, but

rather electric fan

- Encapsulated engine compartment

- Acoustic baffle (screening) of engine compartment
to outside

1 5

KT-2613

Fig. 21: Side view of E46 radiator with air cowl

1 Intercooler 4 Air cowl with shutter

2 Radiator 5 Blower (electric fan)
3 Condenser (air conditioning
system)

The coolant capacity is 7.7 l.

26
6. Distributor pump VP44

6.1 Functional A high pressure injection pump is used for the first time on
BMW diesel engines.
principle

Fuel supply (inlet)

Fuel return (outlet)

(Out screw)

KT-2390

Fig. 22: Radial piston distributor pump VP44

To date, an axial piston distributor pump was fitted in all

BMW diesel engines (M21/M51/M51TÜ and M41). It was
mechanically or electrically controlled with a slide valve.

KT-2415

Fig. 23: Axial piston principle

27
 The higher injection pressures (over 1000 bar) in the M47D
necessitate the use of a ROTARY PISTON distributor pump.
The main feature of this highly flexible distributor-type
injection pump is volume metering by means of a solenoid
valve.

The particular advantages of such a system are:

- High volume accuracy ensured by individual adjustment

at several characteristic map points (integrated pump
control unit)
- High dynamics with regard to volume adaptation for
cylinder-individual volume correction up to high engine
speed ranges
- High start of injection dynamics
- High engine output in conjunction with low consumption
and low exhaust emission levels (due to high injection
pressure)
- Future potential for pre-injection and variable delivery
rates

KT-2403

Fig. 24: Radial piston principle

As with all distributor-type injection pumps, the task of the

radial piston distributor pump VP44 is to feed fuel under
high pressure in precisely metered volumes and at a
precisely defined moment to the combustion chamber of
the individual cylinders.

28
This means four important functions must be covered:

1. Fuel delivery

The fuel is routed from the tank via the presupply pump
to the vane delivery pump. It is responsible for providing
low pressure fuel delivery within the pump.

2. High pressure generation/distribution

The pressure applied for fuel injection is generated and

distributed over the cylinders.

3. Injection timing

The injection timing is adapted exactly to the engine

status (cam ring adjustment similar to VP37/M41).

4. Pump control

All adjustment and distribution functions (injection timing,

injection volume) in the pump are influenced and
monitored by the integrated pump control unit.

29
6.2 Fuel delivery The vane delivery pump integrated in the VP44 takes up the
fuel from the fuel tank and delivers it to the volume accumu-
system lator in the distributor and on to the injection distributor.
A pressure control valve limits the pressure in the volume
accumulator, which is separated from the pump interior by
a diaphragm, to max. 22 bar. The high pressure is not
applied in the inner chamber of the pump but rather a
pressure of approx. 0.8 bar at rated speed. The delivery
pump is arranged on the drive shaft which, in turn, is driven
by the engine. The delivery pump delivers a constant
quantity of fuel into the volume accumulator per revolution.

KT-2406

Fig. 25: Schematic representation: Fuel delivery

1 Pressure control valve 3 Drive shaft

2 Delivery pump

30
 A pressure control valve is screwed into the pump housing
for the purpose of limiting the pressure. The pressure in the
volume accumulator of the pump is determined by the
preload of the compression spring in the pressure control
valve. The piston in the valve moves upward when the
pressure in the volume accumulator exceeds the spring
force. The fuel then flows via the opened return orifice to the
intake side of the vane delivery pump until the required
pressure has been re-established.

KT-2410

Fig. 26: Pressure control valve

1 Return flow orifice 3 Compression spring

2 Pistons

31
6.3 High pres- The most important task of the radial piston distributor-type
pump VP44 is to generate the necessary high pressure and
sure genera- to distribute the fuel over the cylinders. The high pressure
tion/ (injection pressure) is generated as follows:

distribution

6 KT-2404

Fig. 27: Schematic representation: High pressure generation/distribution

1 Drive shaft 4 Distributor body

2 Cam ring 5 Solenoid valve,
3 Distributor shaft 6 Accumulator diaphragm

32
 The cam ring is mounted in the pump housing (see
Fig. below). The rollers are located in the roller carriers.
Since the roller carriers are mounted in guide slots at the
rear section of the drive shaft, the roller carriers and rollers
rotate together with the drive shaft. In this way, the rollers
pass over the inner race of the cam ring. The cam ring
features as many elevations as the engine has cylinders.
The roller carriers press the delivery pistons into the
distributor shaft.

Initially (before fuel injection), the 2 delivery pistons, roller

carriers and rollers are pressed towards the outside (bottom
dead centre, see Fig. 18), i.e. against the inner race of the
cam ring, by the effects of the pre-delivery pressure and
centrifugal force. The 2 delivery pistons are pressed
towards the inside by the rotation of the drive shaft and the
drift of the rollers to the cam rise so that the fuel is
compressed in the high pressure chamber for the
corresponding cylinder.

KT-2394

Fig. 28: Cam ring with injection timing device

1 Pump housing 4 Rollers

2 Cam ring 5 Roller carrier
3 Delivery piston 6 High pressure volume

33
 Fuel must be forced into the distributor shaft during each
injection operation.

With the solenoid valve open, fuel (under delivery pressure

of max. 22 bar) is pumped from the volume accumulator via
channels in the distributor into the distributor shaft and
further into the high pressure chamber (chamber between
the two delivery pistons).

On the one side, the volume accumulator is formed by the

accumulator diaphragm and on the other by a cavity
chamber in the distributor body.

Solenoid valve open/power not applied

3 KT-2416

② 4
2
5

Solenoid valve closed/power applied

KT-2411

Fig. 29: Solenoid valve, position ① charge/② delivery

1 High pressure chamber 5 Solenoid valve,

2 Distributor shaft 6 Return flow throttle valve
3 Volume accumulator 7 Solenoid valve needle
4 Distributor body

34
The 2 delivery pistons are forced together by the cam rise in
the cam ring and the fuel is compressed to the maximum
pressure. The high pressure valve is then closed by a
control pulse from the pump control unit. This closing time
and the rise in the cam ring determine the start of delivery
point of the pump. For as long as the solenoid valve needle
keeps the valve seat closed, the fuel flows via various holes
in the distributor shaft and the distributor body to the return
flow throttle valve. From here the fuel is routed via the high
pressure lines to the injection nozzle of the cylinder.

Once the required quantity has been achieved, the solenoid

valve is switched off by the pump control unit. The solenoid
valve needle reopens the link to the volume accumulator
and the pressure drops. Delivery to the injection nozzle is
terminated and the delivery procedure begins anew for the
next cylinder.

The distributor shaft rotates such that the channel leading

to the corresponding injection line is aligned with the
distributor groove. In reality, these procedures take place at
a very rapid rate and the solenoid valve needle only moves
some tenth of a millimetre.

Design of distributor body and distributor shaft:

The distributor shaft is located in the distributor body. The

distributor shaft rotates together with the drive shaft. The
distributor body and distributor shaft are manufactured
accurate to one thousandth of a millimetre. The return flow
throttle valves are integrated in the distributor body.

Design of distributor shaft with solenoid valve:

The solenoid valve needle which rotates together with the

distributor shaft is located in the distributor shaft. The
solenoid valve is fixed in the valve body. It is activated by the
pump control unit.

Turning off the engine:

To turn off the engine, the solenoid valve is no longer

activated by the pump control unit. As a result, the control
orifice is no longer closed and fuel high pressure to the
injection nozzles cannot be built up.

35
6.4 Injection Effective combustion in the cylinders is the prerequisite for
smooth and refined engine operation. However, the ideal
timing combustion sequence can only take place if the fuel is
injected at precisely the right moment. The pressure wave
from the distributor-type pump to the injection nozzle
propagates at the speed of sound. Added to this, a certain
time span elapses between the moment of injection and
ignition, referred to as the ignition delay. A certain period of
time, therefore, always elapses from the start of delivery of
the injection pump up to ignition of the air and fuel mixture
in the combustion chamber. The start of injection control
facility compensates for this injection and ignition delay
over the entire engine load and speed range.

3 2
KT-2405

Fig. 30: Schematic representation: Injection timing

1 Angle of rotation sensor 3 Injection timing device

2 Timing valve

36
 As the engine speed increases, the pump control unit shifts
the start of delivery in the "advance" direction via the
injection timing device. An injection timing device with
so-called tracking pistons is integrated in the radial piston
distributor pump VP44.

KT-2398

Fig. 31: Injection timing device "advance" position

1 Piston of injection timing device 5 Cam ring

2 Outlet channel 6 Delivery piston
3 Pilot spool 7 Rollers
4 Annulus of hydraulic stop

1 2 3 4

6
7 8 KT-2397

Fig. 32: Injection timing device "retard" position

1 Outlet channel 5 Annulus of hydraulic stop

2 Inlet channel 6 Piston of injection timing device
3 Pilot spool 7 Channels to pressure side of delivery pump
4 Channel to timing valve 8 Pressure relief orifice

37
6.5 Pump control An electronic control unit integrated in the pump is used in
order to control and monitor the complex and intricate
functions of the distributor pump. The pump control unit is
mounted on the pump housing. It features connections
leading to the engine control unit, angle of rotation sensor
in the pump, solenoid valve and to the timing valve of the
injection timing device. The engine control unit as well as
the angle of rotation sensor send the pump control unit
instructions or measured values which it further processes
for the purpose of pump control. The solenoid valve and
timing valve are controlled by the pump control unit for this
purpose.

KT-2407

Fig. 33: Schematic representation: Pump control

1 Angle of rotation sensor 3 High pressure solenoid valve

2 Pump control unit 4 Timing valve

38
6.6 Angle of rota- Design of angle of rotation sensor

tion sensor The angle of rotation sensor is mounted in a retaining ring

which is mounted such that it can rotate on the drive shaft.
With the aid of a fork-shaped driver, the retaining ring with
the sensor moves synchronously with the cam ring.
The sensor wheel/increment wheel (also mounted on the
drive shaft) features teeth at 3 ° intervals (3 degree angle
pitch). At the same time the sensor wheel also features
teeth gaps at the same spacing as the engine has cylinders.

This therefore defines allocation of the crankshaft

(rpm sensor) to the drive shaft (injection timing).

KT-2418

Fig. 34: Incremental angle-timing system

1 Sensor wheel 3 Angle of rotation sensor

2 Retaining ring 4 Cam ring

39
6.7 Summary What happens within the VP44?

- The vane delivery pump delivers the fuel into the interior
chamber of the radial piston distributor pump.
- The distributor shaft distributes the fuel over the
cylinders. The solenoid valve-controlled radial piston
pump produces the necessary pressure.
- The pump control unit controls and monitors the injection
procedure. It receives corresponding setpoints from the
engine control unit.
- The engine control unit specifies the required injection
volume and the injection timing. These functions depend
on different variables such as the position of the acceler-
ator pedal and many more.
- The injection timing device varies the start of injection
such that the fuel is always injected at the correct
moment.

40
7. Intake air and exhaust systems

7.1 Intake The intake silencer is linked to the engine and integrated in
the cylinder head cover. The air cleaner is designed in the
silencer form of an oval cartridge.
with air
cleaner

7.2 Intake system - Made of plastic with two sealed shell technology for the
purpose of
- Routing air in the swirl or tangential port
- Acoustically isolated (decoupled) mounting on cylinder
head (similar to M41)
1

2 KT-2441

Fig. 35: Arrangement of E46 intake system

1 Swirl port (inlet port) 2 Tangential port (inlet port)

7.3 Exhaust For the first time, BMW is using a so-called VNT design with
boost pressure up to 2.1 bar (new supercharging range).
turbocharger
VNT = variable nozzle turbine, i.e. variable turbine geometry

41
7.4 Functional The variable nozzle turbine makes it possible to vary the
flow cross section of the turbine dependent on engine
principle of a operation. Closing the guide vanes results in a reduction of
turbocharger the flow cross section and an increase in the flow rate of the
exhaust gas to the turbine wheel (refer to following illustra-
with VNT tion, distance of vanes 2 = "closed"). This improves the
power transmission to the turbine wheel and compressor
particularly at low engines speeds thus increasing the boost
pressure. The guide vanes are opened successively as the
engine speed increases so that the power transfer always
remains in equilibrium with the required charger speed and
the required boost pressure level (refer to following illustra-
tion, distance of vanes 1 = "open"). Variable turbine geom-
etry facilitates more efficient utilization of exhaust gas
energy so as to further improve the efficiency of the turbo-
charger and thus of the engine compared to "wastegate
control".

Advantages:

- High torque at both high and low engine speeds

- Continuous and optimum adjustment for all
engine speeds
- No "wastegate valve" required, the exhaust energy is
better utilized, less backpressure in conjunction with the
same compressor work
- Low thermal and mechanical load facilitates improved
optimization of engine power output
- Low emission values also at very low engine speeds
- Optimized fuel consumption over the entire engine speed
spectrum

42
 1

3
2

4 5 6 7 8
2
6

4 9 5 7 3 8
KT-2754

Fig. 36: Exhaust turbocharger with variable nozzle turbine (Garrett VNT 15)

1 Control cell 6 Adjustment ring

2 Control rod 7 Guide vanes
3 Turbine wheel 8 Turbine housing
4 Compressor housing 9 Compressor wheel
5 Bearing housing

43
 KT-2792

Fig. 37: VNT vane mechanism, "open" (no vacuum)

When no vacuum is applied to the control cell, the contact

angle of the guide vanes of the VNT vane mechanism is
larger, i.e. the flow rate to the turbine wheel is reduced.
The boost pressure or torque is not additionally increased.

KT-2793

Fig. 38: VNT vane mechanism, "closed" (max. vacuum)

When vacuum is applied to the control cell, the contact

angle of the guide vanes is small, i.e. the flow rate to the
turbine is increased. The boost pressure and torque are
additionally increased.

The engine control unit activates the turbocharger charac-

teristic map controlled via an electropneumatic exhaust
backpressure transducer (for explanation refer to
Sec. 8 electropneumatic exhaust backpressure transducer).
This allows the vacuum to be controlled between 0 %
and 100 %.

44
 1

KT-2794 KT-2795

Fig. 39: Spacing of guide vanes: 1 ="open"/2 ="closed"

Emergency mode function:

The exhaust turbocharger features an emergency mode

function in the event of the vacuum system failing. If no
vacuum is applied, the vanes are set in the "open" position
(see Fig. spacing of guide vanes "1").

This means the engine develops less torque in the lower

speed range.

7.5 Charge air The intercooler reduces the charge air temperature
(pressure side) from the turbocharger. In this way, the
cooling density of the air compressed by the turbocharger is further
increased by cooling. This means that the engine can be
charged with a larger quantity of air. Fuel consumption and
emissions are reduced while increasing power output
(refer to Fig. 1, M47 engine).

45
7.6 EGR valve On the M47, the EGR housing is made of plastic.
A steel cover is located at the top and bottom of the exhaust
inlet for the purpose of protecting the housing at exces-
sively high exhaust inlet temperatures.

Fresh air Mixed gas

Opening stroke

Exhaust gas
KT-200

Fig. 40: EGR valve

7.7 Electro- The valve converts the control signals from the DDE into a
pilot vacuum for the EGR valve. Both the full vacuum of the
pneumatic vacuum pump as well as the atmospheric pressure are
exhaust applied to the valve. Electrical activation "mixes" the
vacuum with the atmospheric pressure in the valve so that
backpressure a controllable vacuum is produced.
transducer

46
7.8 Arrangement The vacuum lines are installed in the E46 as illustrated. This
graphic also shows the line arrangement for the shutter as
of vacuum well as for the EGR and VNT.
lines
4 7

6
5

KT-2755

Fig. 41: Arrangement of vacuum lines

1 Control cell VNT 5 Exhaust backpressure

transducer EGR
2 Exhaust backpressure transducer VNT
3 Vacuum reservoir 6 Shutter control valve
4 EGR valve 7 Vacuum distributor

7.9 EGR cooling BMW is employing an exhaust gas cooling system for the
first time in order to further reduce exhaust emissions.

Operating principle:

- Reduction in charge temperature during combustion

- and increased density of recirculated exhaust gas allows
a higher proportion of fresh air in the cylinder charge at
the same absolute mass of recirculated exhaust gas.

Cooling can reduce NOx emissions by up to 15 % and

particle emissions by up to 8 %.

The EGR cooler is fitted in the exhaust gas recirculation line

between the exhaust manifold and the EGR valve. The
exhaust gas flows through a bundle of pipes flooded by
coolant.

47
 The link with the engine cooling circuit was selected such
that the EGR cooler received coolant from the radiator
return flow. Return flow is located directly on the intake side
of the water pump.

In order to utilize the potential as best as possible, the flow

of cooling water through the EGR cooler is controlled by
means of a separate thermostat valve.

Coolant flows continuously through the thermostat.

The opening cross section is 1.2 mm up to a coolant
temperature of 70 °C.
At temperatures above 70 °C, the cross section of the
thermostat increases to approx. 3.4 mm.
The thermostat is fully opened at a coolant temperature
of 90 °C, corresponding to a cross section of 6 mm.

2
1

KT-2622

Fig. 42: EGR cooling E46

1 Air manifold 3 EGR valve housing

2 EGR cooler 4 Thermostat EGR cooling

48
7.10 Exhaust E46 exhaust system with primary catalytic converter (with-
out oxygen sensor) to further reduce HC and OC thus
system achieving levels which already today exceed the require-
ments laid down by the EU3 regulation.

Primary catalytic converter

Decoupling element

Catalytic converter

Rear silencer

KT-2436

Fig. 43: E46 exhaust system with primary catalytic converter

49
8. Digital diesel electronics (DDE 3.0)

8.1 Review of The digital diesel electronics (DDE) has been completely
revised for the M47. The DDE control unit features 134 pins.
DDE control Compared to the predecessor model, the housing is now
even smaller and lighter (approx. 500 g, sandwich design).
units It is equipped with a modular plug connector
system (5 connector chambers).
The characteristic map-controlled turbocharger control
system (VNT) is one of several new features designed to
comply with more stringent exhaust emission
requirements (EU3).

Engine Vehicle Control unit

period
DDE 1 M21D24 E28td 03/87 - 12/87
Turbo E30td/4 09/87 - 12/90
E30td/5 03/88 - 04/93
E34td 01/88 - 09/91
DDE 2 M21D24 E28d 09/86 - 12/87
Naturally E30d/4 12/88 - 12/90
aspirated
M51D25 E34tds 09/91 - 01/95
Turbo E34tds/2 09/91 - 01/95
E34td 03/93 - 01/95
E34td/2 03/93 - 01/95
E36td/4 09/91 - 01/95
DDE 2.1 M51D25 E36tds/4 06/93 - 12/95
Turbo E36tds/3 10/95 - 12/95
E36td/4 01/95 - 12/95
E34tds 01/95 - 09/95
E34tds/2 01/95 - 09/95
E34td 01/95 - 09/95
E34td/2 01/95 - 09/95
M41D17 E36tds/4 09/94 - 04/98
Turbo E36tds/5 06/95 -
(HG only) E36tds/3 04/95 -
DDE 2.1 M51D25 E36tds/4 12/95 -
Turbo E36tds/3 12/95 -
(EU-2) E36td/4 12/95 -
DDE 2.2 M51D25 E38tds 03/96 -
Turbo E39tds 12/95 -
(EU-2) E39Biodiesel 09/96 -
E39tds/2 11/96 -
E39td (HG only) ../97 -
E39td/2 (-"-) ../97 -
DDE 3.0 M47D20 E46tds/4 04/98 -
Turbo
(EU-3)

50
8.2 Comparison DDE 3.0 differs from DDE 2.2 by following points:

of DDE 3.0/2.2
control units - Separation of functions in the DDE 3.0 control unit
a) In engine control unit and
b) Pump control unit
- 134 pin control unit with modular plug system based on
sandwich light-weight design, approx. 500 g
- Activation of VNT (controllable exhaust turbocharger)
- Evaluation of IWZ signal
- Activation of solenoid valve for injection volume control
- Monitoring concept (fault code memory) extended
- CAN interlinking extended

Input Output
variables variables

RPM sensor CAN bus

(crankshaft)
Exhaust gas
Pedal position
sensor (PWG)
DDE 3.0 recirculation
(EGR)
Boost pressure
Turbocharger
sensor
HFM S-KOREL
Engine coolant
Heater time relay
temperature
Driving speed Diagnosis
Cruise control unit Radiator shutter
Fuel presupply
Brake light switch pump

Clutch switch Engine fan

A/C switch Indicators/
gauges in
instrument
cluster
Needle movement
sensor
Voltage supply

KT-2390

Fig. 44: Influencing variables of sensors and actuators

51
8.3 Engine The engine management influences various operating
procedures in the engine. It is necessary to measure a large
management number of physical variables for this purpose. These meas-
urements are implemented by sensors and transducers and
converted into electrical signals.

The electrical signals of sensors change as the physical

variable changes. This means, for example, voltage chang-
es as the temperature changes.

A new feature of the DDE 3.0 is that a computer for the

volume and timing control function is integrated in the pump
control unit which forms one unit together with the VP44.
The DDE 3.0 therefore consists of the engine control unit
and the pump control unit.

8.4 CAN The following functions are activated via the CAN interface:

interfaces - DDE warning lamp and preheater indicator (lamp test,

preheating phase) in the instrument cluster
- Cruise control standby indicator (FGR)
- Coolant temperature warning lamp at 125 °C
- ABS/ASC and MSR as on M51, the engine torque is
calculated in the DDE for ASC/MSR control.
- Air conditioning system, switch inputs in DDE

52
8.5 Fuel system The fuel system is made up of the low pressure fuel system
and the high pressure fuel injection system.

5
4

1
6

2
8
3
7
11
9

12

10
KT-2753

Fig. 45: Low pressure fuel system

1 VEP VP44 07 Throttle

2 Fuel return 08 Fuel inlet
3 Fuel supply 09 Fuel return
4 Fuel preheater with bimetal valve 10 Sucking jet pump
5 Fuel filter 11 Electric fuel pump
6 Fuel cooler 12 Surge chamber

Max. flow rate before VP44 approx. 120 l/h

Fuel inlet pressure after fuel filter > 0 bar, max. 0.8 bar relative
Fuel return pressure after VP44 < 1.0 bar relative
Fuel inlet temperature after fuel filter, max. 70 °C (90 % of operating time)
Max. 80 °C (10 % of operating time)
Fuel tank temperature, max. 80 °C

The throttle (2.8 mm diameter) limits the fuel pressure after

the filter to max. 0.8 bar.
The surplus fuel flows via the throttle to the sucking jet
pump. Now the task of the sucking jet pump is to transfer
the fuel from the left half of the fuel tank to the right half.

53
8.6 Fuel filter - Plastic fuel filter
- Arrangement of filter on vehicle (rigidly mounted)
- The fuel cooler is arranged upstream of the fuel filter
- Filter heating via fuel return flow

1 7

5
4
KT-2612

Fig. 46: Fuel filter with cooler

1 Fuel filter support bracket 5 Supply from VP44

2 Return to fuel cooler 6 Return from VP44
3 Fuel cooler 7 Filter supply from fuel tank
4 Fuel filter

54
 4

approx. 500 mbar 5

40 %
7
6
3
2 60 %

KT-2620

Fig. 47: Fuel filter heating via return flow with thermal regulator

1 Fuel tank 5 Supply VEP

2 Fuel cooler 6 Return VEP
3 Thermal regulator 7 VEP (VP44)
4 Fuel filter

If the fuel return temperature is ≥ 35 °C, 100 % of the fuel

flows back via the fuel cooler into the tank. This return flow
is retained down to +5 °C.

If the fuel return temperature is ≤ 5 °C,

approx. 40 % of the fuel flows via the fuel filter and
approx. 60 % via the fuel cooler back into the tank.

8.7 Presupply Activation as from ignition ON max. 60 seconds as well as

after an engine speed ≥ 50 rpm. Bleeding is not required if
pump control the fuel tank is run empty!

55
8.8 Injection lines The injection lines between the injection pump and injection
nozzle have been adapted to the design of the engine.

IMPORTANT:

Tighten the fuel lines only with a torque wrench. The line
diameter can be constricted if the union nut is overtight-
ened.
The VP44 generates a high pressure of approx. 1000 bar.
The design matching between the high pressure line and
the injection nozzle to the VP44 ensures a defined pressure
increase of up to 1600 bar. However, this is no longer
possible if the diameter of the injection line is changed and
a loss in power output occurs. The power loss can be up
to 20 %.

8.9 Injection The two-spring nozzle holder is a further development of

the standard nozzle holder designed for reducing combus-
nozzle tion noise particularly in the idle speed and partial load
(two-spring range. Leakages are routed back into the return flow via
depressurized leakage oil lines.
nozzle holder)
1 4 5 6 7 10 13 14
2 3 8 9 11
12

KT-2797

10

11
12
7

Stroke 2
Stroke 1
KT-2798

Fig. 48: Two-spring nozzle holder

1 Retaining body 08 Spring retainer

2 Shim 0 Shim
3 Compression spring 1 10 Intermediate ring
4 Thrust pin 11 Stop sleeve
5 Guide ring 12 Nozzle needle
6 Compression spring 2 13 Nozzle clamping nut
7 Thrust pin 14 Nozzle body
Stroke 1 = preliminary stroke, stroke 1 + stroke 2 = total stroke

56
 Stroke
[mm] Standard-Düsenhalter
0,4 Standard nozzle holder

0,2

Hub
Time
0 1 2 [ms]
Zeit

Stroke Zweifacher-Düsenhalter
[mm]
0,4
Two-spring nozzle holder

0,2

Hub
Time

0 1 2 [ms]
Zeit KT-2643

Fig. 49: Comparison of needle stroke progression

Pressure conditions at the two-spring nozzle holder:

Pressure threshold 1600 bar

1st opening pressure approx. 200 bar (can be tested in service)
2nd opening pressure approx. 410 bar

1 2

KT-2804 KT-2805

Fig. 50: Injection patterns, stage 1 and 2

1 Stage 1 "Pre-injection" 2 Stage 2 "Main injection"

The two-spring nozzle holder provides the best fuel injec-

tion conditions (atomization) over the entire characteristic
map in two stages, i.e. the combustion sequence is
"smoother" while improving combustion noise and fuel
consumption compared to conventional nozzles.

57
8.10 Matching One of the measures designed for the purpose of fulfilling
the more stringent exhaust emission requirements is
injection volume matching between the injection pump and the
pump to the control unit. This matching procedure takes place at the
engine plant (Steyr).
control unit

8.11 Preheating - The preheating control unit is integrated in the DDE

(with diagnostic capabilities)
relay - Preheating relay arranged in E-box
- Sheathed-element glow plugs, with new type of electrical
plug connection

8.12 Glow plugs The glow (heater) plugs provide a sufficiently high ignition
temperature in the combustion chamber while the engine is
(heater plugs) still cold. The glow plugs are controlled by the preheating
time relay.
Heating time (sec)

-25 5 6 21

Water temperature (˚C)

KT-3029

Fig. 51: Preheating curve

Heating time (sec)

-25 18 20 40
Water temperature (˚C)
KT-3031

Fig. 52: Post-heating curve

58
9. Service information

9.1 Removing For brief description, refer to M47 Repair Instructions.

distributor-
type 1. Remove the screw plug of the deflection lever on the
drive belt tensioner.
injection
pump 2. Release the retaining nut on the pump sprocket and
retighten to approx. 30 Nm (i.e. the sprocket must have
loosened off from the taper of the pump drive shaft, firmly
hold crankshaft while retightening).

Reason:
Reduction of high breakaway torque (approx. 100 Nm).
3. Turn engine to ignition TDC at cylinder No. 1 and lock in
position with TDC plug at crankcase.
4. Unscrew blocking screw of VP44 (see Fig. 1), remove
spacer (blocking washer) and retighten blocking screw to
30 Nm. The pump shaft is now blocked.

Caution:
The shaft can turn out of alignment if the pump drive shaft
is not firmly locked in position by the blocking screw.
The pump must then be readjusted!
5. Remove retaining screw from pump sprocket.
6. Remove the 4 flanged nuts and the pump support.
7. Loosen off the sprocket with the aid of a puller (special
tool Order No. 13 5 190).

Note:
The special tool (puller) should remain installed to fix the
sprocket in position.
8. Remove the VP44.

59
9.2 Installing For brief description, refer to M47 Repair Instructions

distributor-
type injection 1. The engine is set to ignition TDC of cylinder No. 1 and is
locked in this position with the TDC plug at the
pump crankcase.
2. Fit the pump with blocked drive shaft in the hole on the
mounting flange of the engine.
3. Firmly tighten the 4 retaining nuts at the flange (socket
wrench without joint).
4. Secure the pump support bracket between the pump and
engine block.
Points 5 to 7 only apply when fitting a new chain!
5. Loosely mount the sprocket with timing chain on the
pump shaft (do not fit Woodruff keys!); it must still be
possible to easily turn the sprocket on the blocked pump
drive shaft (no more marks between sprocket and timing
chain).
6. Fit the guide rail, tensioning rail and chain tensioner.
7. Operate the chain tensioner.
8. Remove the special tool (puller used for fixing the
sprocket in position).
9. Fit retaining nut and tighten the sprocket to 15 Nm.
10.Unscrew the blocking screw of the VP44, fit spacer
(blocking washer), firmly tighten blocking screw
to 10 Nm.
11.Remove the TDC plug.
12.Firmly tighten sprocket to 100 Nm while holding the
crankshaft at the central bolt.

60
9.3 Adjusting and For brief description, refer to M47 Repair Instructions

checking
distributor- 1. Turn engine to ignition TDC of cylinder No. 1 and lock this
setting with the TDC plug at the crankcase.
type injection
Note:
pump Check whether the inlet camshaft is in the ignition TDC
position of cylinder No. 1, open the oil filler cap for this
purpose. A small cam (cast on the spindle of the inlet
camshaft) should face vertically upward.
2. Remove the screw plug (No. 3 in figure below) on the
VP44 (approx. 30 mm behind the blocking screw), fit
measuring device (special tool No. 13 5 200) by hand and
set dial gauge (special tool No. 00 2 510) in position.
3. Remove the TDC plug, turn the crankshaft through 90°
opposite the direction of engine rotation and set the dial
gauge to "0".
4. Turn crankshaft in direction of engine rotation until the
TDC plug "snaps in".
5. The value indicated on the dial gauge must not deviate
from the value punched on the pump housing (e.g. - 0.08)
by more than ± 0.1 mm. If the deviation is greater, it will be
necessary to correct the alignment of the VP44 with
respect to the engine (i.e. position of the pump drive shaft
with respect to the ignition TDC position of
cylinder No. 1).
6. Remove dial gauge, fit screw plug and tighten to 20 Nm.
Remove the TDC plug.

1 2

KT-2390

Fig. 53: VP44 with blocking screw and blocking washer

1 Blocking screw 3 Screw plug for measuring fixture

2 Blocking washer 4 Pump measured value punched on pump
housing

61
9.4 Checking and For brief description, refer to M47 Repair Instructions.

adjusting The procedure is the same on BMW petrol and diesel

timing engines.

Special tool:
Blocking fixture for locking the camshaft in position (Order
No. 11 6 320)

9.5 Notes on 1. Do not attribute power loss and engine faults to the
turbocharger too hastly.
turbocharger
All too often perfectly intact turbochargers are unneces-
sarily dismantled and replaced. If there is blue smoke
coming from the exhaust, first check whether the air
cleaner is soiled or the engine oil consumption is too high
and only then check the turbocharger. If the turbocharger
is running too loud, inspect all connections on the
pressure side of the turbocharger. If black smoke or
power loss occurs, also in this case check the engine
first.

2. Main causes of turbocharger damage

The bearings fail due to lack of lubrication. As a result,

the compressor and turbine wheels scrape against the
housings, the seals are damaged and the shaft may even
shear off.
Foreign bodies damage the turbine wheel and compres-
sor wheel. The resulting imbalance damages the sealing
bore hole and bearings. Soiled lubricating oil causes
scoring on the shaft journals and bearings.
Oil holes and seals clog up and cause high oil leakage
losses.
Parts penetrating from the outside such as sand, dirt,
screws and similar objects are held back by filters
located ahead of the compressor. The filters require
servicing at regular intervals (refer to Owner's
Handbook and Owner's Manual).

62
3. Take steps to avoid major damage to the turbocharger

At high rotary speeds, the bearings in an inadequately

lubricated turbocharger can fail within a few seconds
(oil deficiency when cornering).

4. Change nothing on the turbocharger

Engines are supercharged for various reasons, e.g.

increasing torque, balancing out low air density at high
altitudes, greater efficiency, reduction in exhaust
emissions as well as to increase power output.
Particularly on passenger vehicles you should never
attempt to modify the operating rod of the boost pressure
control system. The turbocharger is adjusted to optimum
values at the factory. If the turbocharger operates at
higher boost pressures than approved by the engine
manufacturer, the engine can run hot causing pistons,
the cylinder head or engine bearings to fail.

5. Don't forget to instruct the vehicle driver

If an engine is turned off when running at high speed, the

turbocharger continues to run for a longer period of time
without secure lubrication. For this reason, first run the
engine at low speeds and then turn off. It takes approx.
30 seconds for the full oil circuit to be established after
starting up the engine. Only then should the engine be
revved up to higher speeds.

63
10. Brief description of common rail

10.1 History The common rail was developed by a research company of

the Fiat group by the name of Elasis in Naples. In 1993 the
Italians produced the prototype of their new fuel injection
system. Problems with the tolerances of the injectors
thwarted the planned volume production thus compelling
Fiat to search for a partner at the turn of the year 1993/94.
Bosch bought up the patents and took over Elasis.
Mercedes applied gentle pressure on Bosch and as a result,
it can now present the new system on the market one year
earlier than other manufacturers.
The only exception is Fiat which may be the first company
to introduce the new technology to the market. The Alfa 156
with common rail will be available as from October 1997.

10.2 Introduction In conventional systems, pressure generation is coupled to

injection volume preparation. This has the following
consequences for the injection characteristics.

- The injection pressure increases as the speed and

volume increase.
- The injection pressure increases during actual injection.

Consequently:

- Small injection volumes are injected at lower pressures.

- The peak pressure is more than double as high as the
mean injection pressure.

The peak pressure is decisive for the load on the compo-

nents of an injection pump and the pump drive. On the other
hand, the mean injection pressure is important for the
quality of the fuel-air mixture in the combustion chamber.

64
10.3 Requirements Increasingly stringent regulations governing exhaust and
noise emissions and the demand for lower fuel consump-
tion mean that the injection system of a diesel engine must
constantly fulfil new requirements.

- Highest possible metering accuracy over the entire

service life
- Pre-injection, main injection and post injection options
- It should be possible to independently determine the
injection pressure and injection volume for every operat-
ing point of the engine (additional degree of freedom for
ideal mixture preparation)
- The injection volume and pressure should be as low as
possible at the start of injection (during the ignition delay
between start of injection and start of combustion) =>
smoother engine operation

65
10.4 Functional In common rail technology, pressure generation and
injection are decoupled from each other.
principle The injection pressure is generated independent of the
engine speed and injection volume and is made available in
the "rail" (high pressure fuel accumulator) for the purpose of
fuel injection.
The injection timing and fuel volume are calculated individ-
ually for the cylinders (similar to DME CIFI) and realized by
means of a solenoid valve.
The constantly applied high pressure makes a very accurate
injection sequence possible.

Advantages:

1. Fuel injection at exactly the right moment

2. Precisely metered fuel quantity
3. Constant high pressure
4. Fuel consumption optimized
5. Emission reduction
6. Very smooth engine operation
7. Pre-injection:
- The ignition delay of the moment of main injection is
shortened
- Combustion pressure peaks are reduced (smoother
combustion)
- Emissions are reduced
8. Main injection:
This is comparable with conventional fuel injection
systems. However, the injection pressure remains the
same over the entire injection procedure thus enabling
more accurate volume metering. The main injection is
responsible for torque generation.
9. Post injection:
This further reduces the nitrogen oxide emissions
contained in the exhaust gas.

66
10.5 Component Description Common rail Conventional system
comparison High pressure High pressure pump Distributor-type
generation injection pump
Pressure Thick high pressure lines High pressure lines
distribution
Supply reservoir "Rail" ---
Injection Injector Injection nozzle

Summary:

Common rail technology is the same as a DME injection

system on petrol engines only the pressure is considerably
higher.

67